An experimental apparatus and method for improving the wear resistance of train couplers.

Abstract

This invention discloses an experimental apparatus and method for improving the wear resistance of couplers, relating to the field of coupler wear plate testing technology. The invention includes an airflow control system, a temperature and humidity control system, a mechanical loading system, and a dual-control system for simulating bumps. The dual-control system comprises two electromagnetically driven bump platforms, a time control unit for controlling the bump timing of the electromagnetically driven bump platforms, a current control unit for controlling the bump intensity of the electromagnetically driven bump platforms, and bump connection mechanisms connected to the electromagnetically driven bump platforms. Each bump connection mechanism is independently connected to a dynamic motion platform. This invention, combining the time and current control units, achieves precise simulation of bump timing, intensity, and bump transmission delay. Through comprehensive and accurate simulation and predictive analysis of bump factors, it optimizes and explores the stress characteristics and wear patterns of coupler wear plates under bumpy conditions.

Description

Technical Field

[0001] This invention relates to the field of coupler wear plate testing technology, and in particular to a wear plate testing device and method for improving the wear resistance of couplers. Background Technology

[0002] Coupler wear plates are an important component of the railway vehicle coupler system. Their main function is to reduce wear between the coupler and other components, ensure the normal connection and buffering function of the coupler, and extend the service life of the coupler. For example, wear plates are installed on the support seats of the 16 and 17 type couplers. When the vehicle is longitudinally tractioned, compressed, or crossing curves, the coupler drives the wear plate to move longitudinally and laterally on the support seat, reducing the direct wear between the coupler support seat and the coupler.

[0003] In railway transportation, the performance of coupler wear plates directly affects the reliability and service life of the coupler. Existing coupler wear plate testing rigs and methods have significant shortcomings. Most can only test under simple, idealized conditions, failing to accurately simulate the effects of actual operating temperature and humidity changes, as well as train speed variations, on the stress on the coupler and wear plate wear. More importantly, the significant factor of the delay in the transmission of bumps during vehicle movement is often overlooked.

[0004] In actual railway operation, the impact force generated by bumps is transmitted to the coupler through the vehicle structure with a time delay, and this delay is closely related to the vehicle speed, vehicle suspension system, etc. This delay will change the stress characteristics and wear pattern of the coupler wear plate.

[0005] Because existing technologies cannot effectively simulate these complex factors, the performance data of the coupler wear plate obtained from the test are seriously out of touch with actual applications, making it difficult to effectively guide the optimization design of the wear plate.

[0006] In summary, the problem that needs to be solved is how to design a comprehensive test device and method for coupler wear plates to reflect the wear state changes of coupler wear plates in actual train operation and provide a more accurate model basis for the optimized design of wear plates. Summary of the Invention

[0007] To address the aforementioned technical problems, this invention provides an experimental apparatus and method for improving the wear resistance of train couplers, thereby reflecting the wear state changes of the coupler wear plate during actual train operation and providing a more accurate model basis for the optimized design of the wear plate. This invention is achieved through the following technical solutions:

[0008] This invention provides an experimental apparatus for improving the wear resistance of train couplers, the apparatus further comprising:

[0009] Airflow control system: used to simulate different airflow environments in real time for the coupler.

[0010] Temperature and humidity control system: used to regulate the temperature and humidity inside the experimental apparatus.

[0011] Mechanical loading system: used to simulate the tension and compression experienced by the coupler at different vehicle speeds. Each mechanical loading system is equipped with two independent dynamic motion platforms, each independently connected to one of the coupler wear plates in a set.

[0012] The dual-control system for simulating bumps includes two electromagnetically driven bump platforms, a time control unit for controlling the bump timing of the electromagnetically driven bump platforms, a current control unit for controlling the bump intensity of the electromagnetically driven bump platforms, and a bump connection mechanism driven by the electromagnetically driven bump platforms. Each bump connection mechanism is independently connected to a dynamic motion platform. Each electromagnetically driven bump platform has a fixed electromagnetic drive component and an amplitude cavity. A movable base plate, driven by the bump connection mechanism, is guided within the amplitude cavity. A permanent magnet is embedded on the side of the movable base plate facing the electromagnetic drive component.

[0013] As a preferred technical solution of the experimental device of the present invention: a travel guide for guiding the installation of a movable base plate is fixedly provided inside the amplitude cavity, and an elastic support for elastically supporting the movable base plate is sleeved on the travel guide.

[0014] As a preferred technical solution of the experimental device of the present invention: when the electromagnetic drive is de-energized and demagnetized, the movable plate is located at the middle position in the vertical direction of the amplitude cavity.

[0015] As a preferred embodiment of the experimental apparatus of this invention: the movable base plate is equipped with a transmission shaft connected to the bumping connection mechanism. The bumping connection mechanism is equipped with a connecting seat and a main connecting rod, and the bottom of the connecting seat is tightly fixed to the transmission shaft by bolts. One end of the main connecting rod is connected to the connecting seat through a universal joint, and the other end of the main connecting rod is connected to a corresponding connection point on the dynamic motion platform through a universal joint.

[0016] As a preferred technical solution of the experimental device of the present invention: the upper section of the transmission shaft is a threaded section, and the connecting seat has a threaded opening that is screwed into the threaded section of the transmission shaft.

[0017] As a preferred technical solution of the experimental device of the present invention: the current control unit is equipped with a waveform output module, which has built-in sine wave, square wave, triangle wave or pre-input current waveform parameters that conform to the bumpy state when the train is running.

[0018] A test method for abrasion plates to improve the wear resistance of train couplers includes the following:

[0019] S1. Temperature and humidity control system regulates the temperature and humidity inside the experimental device, while airflow control system simulates the different airflow environments in which the coupler wear plate is located in real time.

[0020] S2. The mechanical loading system controls the dynamic motion platform to drive the coupler wear plate to simulate the tension and pressure at different vehicle speeds.

[0021] S 3. The distance between the simulated upstream coupler wear plate bump location point A and the downstream coupler wear plate bump location point B is D. AB Let V be the simulated speed at which the dynamic motion platform drives the coupler wear plate. Then, the time delay T for the transmission of bumps between a set of coupler wear plates is... y =D AB / V.

[0022] S4. Suppose that when the wear plate of the upstream coupler experiences a bump, the intensity of the bump simulation current output by the current control unit of the bump simulation dual control system toward the upstream electromagnetic drive bump platform is I. f1 Bump transmission delay T y Subsequently, the current control unit of the bump simulation dual-control system outputs a bump simulation current intensity of I towards the downstream electromagnetically driven bump platform. f1 The impact force F on the coupler wear plate is then calculated as k1I. f1 , where k1 is a fixed constant coefficient for converting the electromagnetic driving force of the electromagnetically driven bumpy platform.

[0023] S5. Let the coefficient of friction between the coupler and the wear plate be μ, and the time of interaction between the coupler and the wear plate during a bumpy ride be t. z , duration of action t z ∝The impact force F, that is, the stronger the impact force on the coupler wear plate, the longer the interaction time between the coupler and the wear plate.

[0024] S5.1. When t z ≤T y hour:

[0025] Coupler wear plate at t z Wear amount over time W = k2Fμt z k2 is a coefficient related to the material properties and wear mechanism of the coupler wear plate.

[0026] S5.2. When t z >T y At that time, the coupler wear plate was at T y The original bump impact force F experienced within a certain time period affects the coupler wear plate at T. y ~t z Within a given time period, the vehicle is subjected to the initial bump impact force F and the subsequent bump impact force F from the upstream coupler. x The dual impact:

[0027] Coupler wear plate at T y Wear amount W over time 前段 =k2FμT y .

[0028] Coupler wear plate at T y ~t z Wear and tear over time

[0029] Then the coupler wear plate at t z Wear and tear over time:

[0030]

[0031] S6. The wear amount caused by n bumps and impacts during the experiment on the coupler wear plate is accumulated to obtain the total wear amount W. m总 =W m1 +W m2 +…+W mn W m1 W m2 ...W mn For the coupler wear plate at the corresponding t z The amount of wear per cycle within a given time period.

[0032] Finally, the wear of the coupler wear plate was measured using measuring instruments, and the difference between the actual measured value and the expected value was recorded and analyzed.

[0033] Compared with existing technologies, the beneficial effects of this invention are:

[0034] This invention utilizes a mechanical loading system with two independent dynamic motion platforms and a dual-control system for simulating bumps, employing an electromagnetically driven bump platform combined with time and current control units. This allows for precise simulation of bump timing, intensity, and transmission delay. Through comprehensive and accurate simulation and predictive analysis of bump factors, the invention optimizes and explores the stress characteristics and wear patterns of coupler wear plates under bumpy conditions. This fills a gap in existing technology in this area, provides an effective means for studying the anti-bump performance of wear plates, and strongly promotes the development of wear plate optimization design towards a direction that better meets actual operational needs. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the system platform configuration of the experimental apparatus of the present invention.

[0036] Figure 2 This is a schematic diagram of the electromagnetically driven bump platform in this invention.

[0037] Figure 3 This is a schematic diagram of the bumpy connection mechanism in this invention.

[0038] Figure 4 This is a reference graph showing the function of the turbulence simulation current intensity output by the turbulence simulation dual control system to the upstream electromagnetically driven turbulence platform in this invention.

[0039] Figure 5 This is a reference graph showing the function of the turbulence simulation current intensity output by the turbulence simulation dual control system to the downstream electromagnetically driven turbulence platform in this invention.

[0040] Among them: 1-Airflow control system; 2-Temperature control system; 3-Mechanical loading system; 301-Dynamic motion platform; 4-Bump simulation dual control system; 401-Electromagnetic drive bump platform; 4011-Amplitude cavity; 4012-Electromagnetic drive component; 4013-Moving base plate; 4014-Permanent magnet; 4015-Bump connection mechanism; 40151-Connecting seat; 40152-Main connecting rod; 40153-Threaded port; 4016-Stroke guide component; 4017-Elastic support component; 4018-Transmission shaft; 402-Time control unit; 403-Current control unit; 5-Coupled wear plate. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0042] Example 1: This invention designs an experimental device for improving the wear resistance of car couplers, such as... Figure 1 It is mainly equipped with an airflow control system 1, a temperature and humidity control system 2, a mechanical loading system 3, and a bump simulation dual control system 4, etc., as detailed below:

[0043] (I) Airflow control system:

[0044] Function: Simulates various airflow environments encountered by the coupler during actual operation, such as different wind speeds and directions, providing near-realistic external aerodynamic conditions for the experiment. By adjusting components such as fan speed and duct valves, the speed and direction of the airflow can be precisely controlled, ensuring that the coupler wear plate 5 experiences airflow effects similar to those in actual conditions during the experiment.

[0045] Structural components: Composed of a fan, air duct, wind speed sensor, and wind direction adjustment device. The fan generates airflow, the air duct guides the airflow to the experimental area, the wind speed sensor monitors the wind speed in real time, and the wind direction adjustment device can change the direction of the airflow.

[0046] (II) Temperature and humidity control system:

[0047] Function: To regulate the temperature and humidity inside the experimental setup, simulating temperature and humidity variations under different geographical, seasonal, and weather conditions. Heating, cooling, humidification, and dehumidification equipment are employed to ensure the accuracy and stability of the experimental environment's temperature and humidity, thereby studying the effects of temperature and humidity on the material properties and wear process of coupler wear plates.

[0048] Structural components: Includes a temperature and humidity sensor, heating wire, refrigeration compressor, humidifier, and dehumidifier. The temperature and humidity sensor monitors the ambient temperature and humidity, feeding back signals to the controller. The controller then controls the operation of the heating, cooling, humidifying, and dehumidifying equipment according to the set values.

[0049] (III) Mechanical Loading System:

[0050] Function: To simulate the tension and pressure experienced by the coupler at different vehicle speeds, in order to examine the wear resistance of the coupler wear plate under various mechanical conditions. Through two independent dynamic motion platforms 301, forces of different magnitudes and directions are applied to two sets of coupler wear plates 5 respectively, realizing multi-condition simulation.

[0051] Structural Composition: Each dynamic motion platform 301 consists of a motor, a lead screw and nut mechanism, a force sensor, and a slider. The motor drives the lead screw to rotate, which in turn moves the slider on the guide rail. The force sensor is installed at the connection between the slider and the coupler wear plate 5 to measure the magnitude of the applied force and feed it back to the control system to achieve closed-loop control and accurately simulate the required tension and pressure.

[0052] (iv) Bumper Simulation Dual Control System:

[0053] Function: To accurately simulate the bumpy conditions during vehicle operation, including the timing, intensity, and transmission delay of bumps between the coupler wear plates. Bumpy motion is generated by an electromagnetically driven bump platform 401 and precisely controlled by a time control unit 402 and a current control unit 403, providing a basis for studying the impact of bumps on the wear of the coupler wear plates.

[0054] Structural composition: such as Figure 1 , Figure 2The electromagnetically driven bumping platform 401 has an internally fixed electromagnetic drive component 4012 and an amplitude cavity 4011. A movable base plate 4013 is guided and mounted within the amplitude cavity 4011, with a permanent magnet 4014 embedded on the side of the movable base plate 4013 facing the electromagnetic drive component 4012. When the electromagnetic drive component 4012 is energized, it generates a magnetic field that interacts with the permanent magnet 4014, driving the movable base plate 4013 to move up and down within the amplitude cavity 4011, thus producing a bumping effect. A travel guide component 4016, such as a linear guide rail, is also fixed within the amplitude cavity 4011 to ensure the linearity of the movable base plate 4013's movement. An elastic support component 4017, such as a spring, is fitted onto the travel guide component 4016 to provide elastic cushioning during bumping, reducing damage to the system from impacts and vibrations, and making the bumping motion smoother. When the electromagnetic drive unit 4012 is de-energized, the movable base plate 4013 is located in the middle of the vertical direction of the amplitude cavity 4011, facilitating system reset and subsequent startup. The movable base plate 4013 is connected to the bump connection mechanism 4015 via a transmission shaft 4018. The upper section of the transmission shaft 4018 is threaded, which is screwed into the threaded port 40153 on the connecting seat 40151 of the bump connection mechanism 4015, facilitating adjustment of the connection position and preload, and ensuring the reliability and stability of the connection.

[0055] The time control unit 402 uses a programmable logic controller (PLC) or microcontroller (MCU) as its core and has a built-in clock module. It can set the start and stop times of the electromagnetically driven bumpy platform 401 and the time intervals between different bumpy actions according to experimental requirements, so as to accurately control the bumpy time nodes and realize the simulation of complex bumpy working conditions.

[0056] The current control unit 403 consists of a power amplifier, a current sensor, and a waveform output module. The waveform output module has built-in sine wave, square wave, triangle wave, or pre-input current waveform parameters that correspond to the bumpy conditions during train operation. By controlling the magnitude and waveform of the output current, it changes the magnetic field strength and variation pattern of the electromagnetic drive component 4012, thereby precisely controlling the bump intensity and motion characteristics of the bumpy platform. The current sensor monitors the output current in real time and feeds feedback to the control system for closed-loop adjustment, ensuring the accuracy of current control.

[0057] like Figure 1 , Figure 2 , Figure 3The bump connection mechanism 4015 includes a connecting seat 40151 and a main connecting rod 40152. The bottom of the connecting seat 40151 is tightly fixed to the transmission shaft 4018 by bolts. One end of the main connecting rod 40152 is connected to the connecting seat 40151 via a universal joint, and the other end is connected to a corresponding connection point on the dynamic motion platform 301 via a universal joint. This connection method can effectively transmit bump motion while allowing for a certain angular deviation, adapting to the connection requirements of the dynamic motion platform 301 under different motion states, and ensuring the accuracy and reliability of bump simulation.

[0058] This invention uses an electromagnetic drive method to simulate bumpy changes. Compared with the previous method of simulating bumpy changes by outputting vibration motors, this invention significantly reduces mechanical wear, and the direct current control method has a faster response speed.

[0059] like Figure 1 , Figure 4 , Figure 5 At time t1, the simulated turbulence current intensity output by the upstream electromagnetically driven turbulence platform 401 is I. f1 After being transmitted through bumps, the delay T y Then, at time t2, the simulated turbulence current intensity output by the downstream electromagnetically driven turbulence platform 401 is I. f1 At time t3, the simulated turbulence current intensity output by the upstream electromagnetically driven turbulence platform 401 is I. f2 After being transmitted through bumps, the delay T y Subsequently, at time t4, the simulated turbulence current intensity output by the downstream electromagnetically driven turbulence platform 401 is I. f2 Of course, the first hurdle on the downstream side may not have occurred yet, while the second and third hurdles on the upstream side have already occurred. The simulated current intensity of the downstream hurdle only needs to be calculated according to the hurdle transmission delay T. y This can be achieved by implementing turbulence delay control. Figure 4 , Figure 5 In the middle, with I f =0 is the reference, Ix1 and I f2 The current direction is opposite, thereby driving the electromagnetic drive component 4012 in the electromagnetic drive type bump platform 401 to change the polarity, thereby magnetically attracting or repelling the permanent magnet 4014.

[0060] Example 2: This invention designs an experimental method for improving the wear resistance of car couplers using wear plates, the details of which are as follows:

[0061] (I) Environmental Simulation

[0062] Turn on the temperature and humidity control system 2 and set the target temperature and humidity values ​​according to the experimental design requirements. The system monitors the ambient temperature and humidity in real time through temperature and humidity sensors. The controller automatically controls the operation of equipment such as heating wire, refrigeration compressor, humidifier, and dehumidifier to keep the ambient temperature and humidity in the experimental device stable within the set range, simulating the temperature and humidity environment that the coupler wear plate 5 may encounter in actual operation.

[0063] Start the airflow control system 1. Based on the airflow conditions of the coupler in the actual railway operation scenario, such as different wind speed and wind direction combinations, adjust the fan speed and wind direction adjustment device to form a corresponding airflow environment in the experimental area, so as to ensure that the coupler wear plate 5 is subjected to airflow action similar to the actual situation.

[0064] (II) Mechanical Loading Simulation

[0065] Different vehicle speed parameters are set in the control system of the mechanical loading system 3. The control system calculates the theoretical values ​​of tension and pressure on the coupler under the corresponding working conditions based on the set vehicle speed and converts them into drive signals for the motor. The motor drives the lead screw and nut mechanism to move the slider. The actual force value applied to the coupler wear plate 5 is monitored by the force sensor and fed back to the control system for closed-loop adjustment. This allows the dynamic motion platform 301 to accurately simulate the tension and pressure on the coupler at different vehicle speeds, providing accurate mechanical loading conditions for subsequent experiments.

[0066] (III) Bump Simulation and Parameter Calculation

[0067] According to the experimental design, the distance between point A, the location where the upstream coupler wear plate 5 experiences bumping, and point B, the location where the downstream coupler wear plate 5 experiences bumping, is preset to be D in the control system. AB Meanwhile, the simulated speed of the dynamic motion platform 301 driving the coupler wear plate 5 is set to V, and the bump transmission delay between a set of coupler wear plates 5 is calculated according to the formula.

[0068] Once the experiment begins, the time control unit 402 controls the start-up time of the electromagnetically driven bump platform 401 according to a preset program. When the upstream coupler wear plate 5 experiences a bump, the current control unit 403 outputs a corresponding bump simulation current intensity I to the upstream electromagnetically driven bump platform 401 according to preset bump intensity parameters. f1 The calculated turbulence transmission delay T y Subsequently, the current control unit 403 outputs a simulated turbulence current I to the downstream electromagnetically driven turbulence platform 401 according to a set pattern. f1 The system generates bumpy motion through electromagnetic drive and transmits it to the dynamic motion platform 301 and the coupler wear plate 5 via the bumpy connection mechanism 4015, simulating the transmission process of bumps during actual vehicle operation. According to the formula F = k1I... f1The impact force on the coupler wear plate 5 is calculated, where k1 is a fixed constant coefficient for converting the electromagnetic driving force of the electromagnetic drive platform 401, which is obtained through characteristic testing and calibration of the electromagnetic drive component 4012.

[0069] (iv) Calculation and measurement of wear

[0070] The coefficient of friction between the coupler and the wear plate was predetermined to be μ. Based on the impact force F calculated during the experiment, the time t during the interaction between the coupler and the wear plate when a bump occurs was determined to be t. z Due to the action time t z The stronger the impact force F, i.e., the stronger the impact force on the coupler wear plate 5, the longer the interaction time between the coupler and the wear plate. Depending on different t... z With the preset time threshold T y The wear amount is calculated based on the relationship between the two.

[0071] When t z ≤T y At that time, according to the formula W=k2Fμt z Calculate the wear plate of the coupler at 5 t z The amount of wear over time, where k2 is a coefficient related to the material properties and wear mechanism of the coupler wear plate 5, which is determined in advance through material wear tests and data analysis.

[0072] When t z >T y At that time, the coupler wear plate 5 was in T y Within a time period, it is affected by the original bumpy impact force F, at T v Within a time interval of ~tz, the vehicle is subjected to the original bump impact force F and the subsequent bump impact force F of the upstream coupler. x The dual impact. According to formula W 前段 =k2FμT y Calculate the wear amount of the coupler wear plate 5 within time Ty, according to the formula. Calculate the wear plate of the coupler at T y The wear amount within the time interval ~tz is calculated, and then the two wear amounts are added together to obtain the wear amount of the coupler wear plate 5 within the time interval tz:

[0073]

[0074] Throughout the experiment, the amount of wear caused by each bump and impact was recorded and accumulated to obtain the total wear amount W. m总 =W m1 +W m2 +…+W mn W m1 W m2 ...W mnFor the coupler wear plate 5 at the corresponding t z The wear amount per cycle within a given time period was measured. Then, high-precision measuring instruments, such as profilometers and electron microscopes, were used to measure the wear amount of the coupler wear plate 5, obtain the actual wear amount data, and compare it with the expected wear amount obtained through the above calculation method to evaluate the accuracy and reliability of the experimental results, and provide data support for the optimized design of the coupler wear plate.

[0075] Through the detailed experimental setup design and experimental procedures described above, various working conditions of the coupler in actual operation can be comprehensively and accurately simulated. This provides an effective experimental means for studying the wear resistance of coupler wear plates, helping to improve the design level and service life of coupler wear plates, and ensuring the safety and reliability of railway transportation. In actual implementation, the parameters and structure of each system can be further optimized and adjusted according to specific experimental needs and equipment conditions to ensure the smooth progress of the experiment and the accuracy of the data.

[0076] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A wear plate test device for improving the wear resistance of a coupler, comprising an air flow control system (1) for simulating different air flow environments in which the coupler is located in real time, and a temperature and humidity control system (2) for adjusting the temperature and humidity of the environment in the test device, characterized in that, The experimental device further comprises: a mechanical loading system (3) for simulating the tension and pressure of the coupler at different vehicle speeds, wherein the mechanical loading system (3) is provided with two independent dynamic movement platforms (301), and each dynamic movement platform (301) is independently connected with one of a group of coupler wear plates (5); a jolt simulation double-control system (4) comprising two electromagnetic driving jolt platforms (401), a time control unit (402) for controlling the time node of the jolt platform (401), a current control unit (403) for controlling the jolt intensity of the jolt platform (401), and a jolt connection mechanism (4015) drivingly connected with the jolt platform (401), wherein each jolt connection mechanism (4015) is independently connected with one dynamic movement platform (301); wherein the electromagnetic driving jolt platform (401) is internally provided with an electromagnetic driving member (4012), the electromagnetic driving jolt platform (401) is provided with an amplitude cavity (4011), the amplitude cavity (4011) is internally provided with a movable base plate (4013) drivingly connected with the jolt connection mechanism (4015), and a permanent magnet (4014) is embedded on the side of the movable base plate (4013) facing the electromagnetic driving member (4012).

2. The wear plate experimental device for improving the wear resistance of couplers according to claim 1, characterized in that: the amplitude cavity (4011) is internally provided with a stroke guide member (4016) for guiding the installation of the movable base plate (4013), and the stroke guide member (4016) is provided with an elastic support member (4017) for elastically supporting the movable base plate (4013).

3. The wear plate experimental device for improving the wear resistance of couplers according to claim 1, characterized in that: when the electromagnetic driving member (4012) is de-energized, the movable base plate (4013) is located at the middle position in the vertical direction of the amplitude cavity (4011).

4. The wear plate experimental device for improving the wear resistance of couplers according to claim 1, characterized in that: the movable base plate (4013) is provided with a transmission shaft body (4018) connected with the jolt connection mechanism (4015); the jolt connection mechanism (4015) is provided with a connecting seat (40151) and a main connecting rod (40152), the bottom of the connecting seat (40151) is tightly fixed with the transmission shaft body (4018) through bolts; one end of the main connecting rod (40152) is connected with the connecting seat (40151) through a universal joint, and the other end of the main connecting rod (40152) is connected with a corresponding connecting point on the dynamic movement platform (301) through a universal joint.

5. The wear plate experimental device for improving the wear resistance of couplers according to claim 4, characterized in that: the upper segment of the transmission shaft body (4018) is a threaded segment, and the connecting seat (40151) is provided with a threaded opening (40153) threadedly matched with the threaded segment of the transmission shaft body (4018).

6. The abrasion plate experimental device for improving the wear resistance of a coupler according to claim 1, characterized in that: The current control unit (403) is configured with a waveform output module, which is built-in with a sine wave, a square wave, a triangular wave, or a pre-input current waveform parameter conforming to the jolt state of the train driving.

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